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Table 1: Level of Service for Signalized and Unsignalized Intersections <br />LOS Designation <br />A <br />B <br />C <br />D <br />E <br />Signalized Intersection Unsignalized Intersections <br />Average Delay/Vehicle (seconds) Average Delay/Vehicle (seconds) <br /><_10 <br />> 10-20 <br />> 20 - 35 <br />> 35 - 55 <br />> 55-80 <br /><_10 <br />> 10 - 15 <br />> 15 - 25 <br />> 25-35 <br />> 35-50 <br />>80 >50 <br />For side -street stop -controlled intersections, special emphasis is given to providing an estimate for the <br />level of service of the side -street approach. Traffic operations at an unsignalized intersection with side - <br />street stop control can be described in two ways. First, consideration is given to the overall intersection <br />LOS. This takes into account the total number of vehicles entering the intersection and the capability <br />of the intersection to support these volumes. Second, it is important to consider the delay of the minor <br />approach. Since the mainline does not have to stop, the majority of delay is attributed to the side - <br />street approaches. It is typical of intersections with higher mainline traffic volumes to experience high <br />levels of delay (poor levels of service) on the side -street approaches, but have an acceptable overall <br />intersection level of service during peak hour conditions. <br />Results of the existing intersection capacity analysis, shown in Table 2, indicate that all study <br />intersections currently operate at an acceptable overall LOS C or better during the weekday peak <br />hours. <br />6 <br />